Locking mechanism for train-pipe couplings.



P. SCHMIDT.

LOCKING MECHANISM POR TRAIN PIPE G`OUPLINGS. APPLICATION FILED IMM, 1913.

1,092,296., Patented Aprn?, 1,914h

2 SHEETS-SHEET 1.

P. SCHMIDT.

' LOCKING MEGHANISM PoR TRAPN PIPE GOUPLINGS.

APFLIOATION FILED JAILB, 1913.

I 11,092,296 Patented Apr. 7, 1914 2 SHEETS-SHEET 2.

l vefaw/ narran earns paran rauen.

PETER SCHMIDT, OF ST. LOUIS, MISSOURI, ASSIGNOR TO .'DURBIN AUTOMATIC TRAIN PIPE CONNECTOR COMPANY, OF ST'. LOUIS, MISSOURI, A CORPORATION OF ARIZONA.

LOCKING IVIECHANISM FOR TRAIN-PIPE COUPLINGS.

Application filed January 6, 1913.

To all whom t may concern Be it known that I, PETER SCHMIDT, a citizen of the United States, residingin the city of St. Louis and State of Missourl, have invented new and useful Improvements in Locking Mechanism for Train-Pipe Couplers, or' which the following is a spec1fication.

This invention relates to certain new and useful improvements in train pipe couplers, and has particular reference to an automatic locking means for use with the construction of coupler invented by Votaw S. Durbin, and forming the subject-matter of an application, Serial No,I 740,313 filed of even date herewith. j

rThe object of the invention is to provide an improved locking device which will act to automatically lock the two coupler heads together, and`will maintain them in such 1nterlocked relation irrespective of the positions to which they may be turned in service, and which Vwill automatically be turned to release the coupler heads to permit them to be separated when the cars are drawn apart.

The invention is illustrated in the accompanying drawings, in which- FigureI 1 is a view in side elevation showing two interlocked train pipe couplers, and illustrating the application of my invention; Fig. 2 is a plan view of the same; Fig. 3 is a broken plan view of a single coupling member, showing my improved locking device in the uncoupledposition; Fig. 4 isa view partly in section and partly in elevation of the rear portion of the locking device, or that part shown at the left of the preceding gures; and Fig. 5 isl a view in rear elevation of the same. j

Referring now to the drawings, the numerals 1, 2, indicate two interlocked train pipe coupler. heads. Eachcoupler head is provided on'its rear'side with a projection 3 which is pivotally mounted in the outer end of a hollow plunger 4 by means of a ivot pin The numeral 6 indicates a racket which is provided with a Hanger] top 7 suitably shaped and apertured where- Speci-cation ofLetters Patent.

Patented Apr. "Z, 1914.

Serial No. 740,381.

by it may be securely fastened to frame members 8 depending from the cari body. Two converging legs or webs 9 of the bracket are bifurcated in 'their lower portion toY form yokes, the arms 10, 1l, of which straddle the plunger 4 and at their point of convergence on either side of said plunger the said yokes are provided with an aperture through which passes a pivot pin 12,`

which pivot pin likewise extends through slots 13 formed in opposite sides of the plunger 4 at the rear end thereof.I Mounted in the plunger is a coil spring 14, the forward end of which is engaged by the inner end of the plunger 4, as shown in the application of Durbin abone referred to, and the rear end of which encircles and rests against a headed sleeve 15. The headed end of the sleeve 15 rests against pivot pin 12. Norinally the coupler heads 1 and 2 project some distance beyond the face oit the respective car coupler heads so that theyY are brought into engagement before the car couplers. As the coupler heads 1 and 2 are thus brought together the plunger 4 is pressed backward against the resistance of the spring 14, the slot 13 riding over the pivot pin 12, lDuring the time, therefore, that the said coupler heads are in interlocked relation the spring 14 of each plunger is exerting its force to maintain a firm contact between the meeting surfaces of the two heads.' llnorder to prevent the accidental separation of lthe coupler heads 1 and 2 I provide the automatic locking means forming the subject-matter of the present invention, and now to be described.

As shown by Figs. 2 and 3 each coupler head is provided with a pyramidal projection 16 and with an opening 17, which latter is designed to receive the corresponding pyramidal projection on the companion coupler head. The pyramidal projections 16 are hollow, and pivotally mounted at 13 on the inner Side of each coupler head isa locklever 19 having a hook 20 which is adapted to project through an opening 21 in thc wall of the projection 1G and to engage over the rim 22 surrounding the Opening 17 of thc companion coupler head. Pivotally secured at 23 to the outer end of the lever 19 is a rod 24, the rear .end of which ispivotally connected at 25 to the outer end of a link arm 26 which extends outward at right angles to a vertically disposed pin 27 which is mounted at the extreme inner end of the plunger 4, the said inner end of the plunger being cut away, as indicated at 28, to pro vide a space for the play 'of the arm` 26. The arm 26 has a hub 29 which is rotatably mounted on the pin 27. The numeral 30 indicates a coil spring which encircles the pin 27 and has one end 31 secured in the end of the plunger 4, and its other end 32 bearing against the arm26 in such manner as to tend normally to press the rod 24. inward, or to the position it is shown to occupy in Fig. 2, thereby forcing the hook 20 throu h the opening 21. Formed integral with t e bracket 6, and projecting from the rear side thereof, is a lug.33 which in o eration is adapted to engage the inner si e of the arm 26. This occurs when the cars are separated. In such operation the bracket 6 will, of course, first be moved backward by the car and in such movement the lug 33 will strike vthe arm 26 and draw the rod 24 backward, thereby turning the hook 20 out of engagement with the rim 22 so that in the continued operating movement of the cars the two coupler heads 1 and 2 may be drawn apart. As these coupler heads are brought together the plunger 4 is forced backward, carrying the arm 26 out of engagementl with the lug 33 and permitting the spring 30 to again torce the rod 24 forward or toward the coupler heads to turn the hook 20 outward and into engagement with the rim 22. In the interlocked position of the couplerf heads it will 'be seen that the movement thereof about their pivots 5 will not in any manner tend to change the'position of the hook 20 relative to the coupler heads, for the reason that in the locked position the lock-lever 19 is constantly subject to the tension of the spring 30 through the medium of the rod 24 so that said spring will always automatically compensate for any movement which would tend to turn the lock-lever from its position.

While in actual operation the construction of locking mechanism herein shown has been found to be accurate and reliable, and is the best form of the invention now known to me, I wish it to be understood that I do not limit myself to the precise details of the construction shown, as it is obvious that the same could be modified in various ways without departing from the broad idea illustrated, of an automatic locking device maintained under constant spring pressure whereby it is not ai'ected by movement of the coupler heads.

the car and having a coupler head, a locking device pivotally mounted on the head,

link mechanism pivotally connected with said plunger and said locking device, means carried by the car for causi the link mechanism to release the locking device in the separating movement of the cars, and a spring tending normally to actuate the said link mechanism to force said device into' locking position.

2. In a train pipecoupler, in combination with a spring-pressed plunger carried by the car and having a pivoted coupler head, a locking device pivotally mounted on the head, link mechanism pivotally connected with said plunger and said locking device,` a spring tending normally 4to actuate said link mechanism to force` said device into locking position, and a lu'g'carried by the car and adapted to engage the link mechanism and cause it to release the locking device in the separating movement of the` cars. r

3. In a train pipecoupler, in combination with a spring-pressed plunger carried by the car and having a pivotedcoupler head,

extending lug, a spring. pressed plungerl mounted in said bracket and having a coupler head pivotally mountedthereon at its.

forward end, a locking member pivotally mounted on said head, a link ivotally mounted at the rear end of said p unger, a rod pivotally connecting said link and said locking member, and a spring exerting constant pressure on said link and tending normally to turn the locking member to locked position and to maintain it in such position under spring pressure, said lug being adapted to engage the link in the separating movement of the cars' whereby to throw the link backward and thereby turn the locking member to unlocked position.

5. In a train pipe coupler, in combination with a spring pressed plunger carried by the car and having a pivoted. coupler head,1ock ing mechanism comprising an intermediate and two terminal pivotally mounted -mernbers, one of said members being a locking member, a spring acting on the other meml n testimony whereof, l have hereunto set ber and tending normally to turn and mainmy hand in -presence of two subscribing tain said locking member in a locked posi- Witnesses.

tion, and means carried by the eerl and PETER SCHMIDT. 5 adapted to engage said other member and to Witnesses:

turn it against the resistance of its spring to BRUCE S. ELLIOH,

release said locking member. STELLA HILL. 

